Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: B737
Phase of flight: Initial Approach
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance

SNA RNP-Z to Runway 20R. The FMC was properly programmed and MCP panel [was] in LNAV/VNAV PATH. Upon crossing KLEVR at 5000 FT IAF; we set zeros in the altitude alerter. The aircraft did not descend to cross MNNIE at 4400 FT; next mandatory altitude. I noticed level flight and immediately selected Vertical Speed to try and meet MNNIE at 4400 feet. About the same time; SoCal Approach asked us if we were descending and flying the RNP-Z. The Pilot Monitoring (PM) said 'yes' but asked if we could be cleared the Visual Approach to try and mitigate any problems. SoCal said 'no problem' and gave us a 'heading of 030 and descend to 3000 FT; call the field in sight.' As Pilot Flying (PF); the field was on my side and we had it in sight and called - in sight. At that point we were cleared for the visual and told to contact SNA Tower. The rest of the approach and landing were uneventful and we landed safely on 20R. With short distances between waypoints and mandatory descending altitude restrictions; pilots should be quicker to notice any anomaly and react quickly to stay in/on VNAV PATH even if aircraft does not do it automatically. We were cleared for the RNP RNAV Z 20R Approach and level at 5000 feet. We were in visual conditions; and just using the approach for ease of use. We had zeros set after the initial approach fix and in LNAV/VNAV PATH. After crossing KLEVR; the aircraft did not descend. We noticed it quickly; and the Pilot Flying intervened by using Vertical Speed to catch the profile. Very shortly after we began to intervene; ATC asked us if we were doing the RNP Z Approach. I told him we were; but the aircraft wasn't doing what we were wanting or expecting it to do; and I asked if he could vector us for the visual approach. He gave us a heading and altitude to fly. He asked if we had the airport; which we did; and he cleared us for the visual. We landed without incident. In the future; I need to monitor more closely; and not let the good weather lull me into complacency. If we're cleared for an approach; I will monitor it better. B737-700 flight crew reported failing to make a crossing restriction on the RNP-Z Runway 20R approach to SNA.
Aircraft: EMB ERJ 145 ER/LR
Phase of flight: Final Approach
Anomaly: Conflict NMAC

On base to final turn to runway 1 in MSY at approximately 1;000 feet AGL; we passed within 100 yards (estimated) of an unmanned aerial drone. The drone was headed west at our altitude and made a quick turn to the south to avoid us. The drone was a fixed wing; single propeller type commercial unit. It passed off our right wing. I was the non pilot flying in the left seat. My First Officer was focused on avoiding a helicopter that had been pointed out to us; so she didn't get as good of a look at the drone as I did. She did; however; get a good enough look at it to determine that it was in fact an aircraft. We did not take evasive action because the encounter happened so fast I initially wasn't sure what we had seen. However; after taking a closer look out the right window; I was able to determine the drone was headed away from us and would be no factor. I reported this drone encounter to MSY tower; and subsequently followed up with a phone call to the TRACON after landing to relay the specifics. Increase awareness of those who operate drone aircraft in the vicinity of commercial airports as to airspace regulations and possible collision hazards with commercial aircraft. FAA needs to take action to regulate drone operations; especially within controlled airspace. Captain reports sighting of a drone at 1;000 feet during approach to Runway 1 at MSY. No evasive action is taken by the reporter; but the drone appears to turn away.
Aircraft: BARON 58/58TC
Phase of flight: Descent
Anomaly: Aircraft Equipment Problem Critical

I had my pitot heat checked prior to winter and on prior flights. I was above icing at 10;000 ft. As I descended into minimal icing below 8000 ft. the pitot heat failed and the pitot tube iced up. I lost airspeed indication. This is a minor event with GPS ground speed on 2 GPS units to compensate. However within moments the AHRS started to malfunction and started intermittently cutting off heading information. Then at times it gave other error messages; flagged erroneous attitude indications and started falsely indicating 'dangerous' attitudes even during normal standard rate turns in the holding pattern. At one or two points the entire glass panel instrument display gave a fault and sit off all instruments (attitude; heading; HSI; glide slope; altimeter; etc.) requiring use of backup instruments. I was able to fly and complete the ILS approach using the intermittent indications; the GPS's (2) and backup indicators to minimums (300 ft.; 1/2) uneventfully. I contacted the avionics shop who advised me that loss of PITOT input ALONE can cause complete loss of AHRS FUNCTION; all modalities. The pitot tube was replaced and on the next flight I have had no problem. If this is true and loss of a pitot tube input can cause complete loss of the AHRS - loss of heading; attitude; HSI; altimeter; other vital indicators - especially in low IFR - this can become a very dangerous situation!! This is very bad engineering design without proper failsafe design. Loss of airspeed should allow a default mode that preserves indications of attitude; airspeed; the HSI; etc.!!!! This fault of the DESIGN could become life threatening to the pilot from what used to be a TRIVIAL problem in the past. The engineers can redesign this to have bester failsafe performance! BE58 pilot experiences pitot heat failure descending through icing conditions at 8000 feet. Within moments the AHRS begins to malfunction along with other components of the glass panel display. Backup instruments and GPS ground speed are used perform an ILS approach to landing. The reporter is informed by his avionics shop that loss of pitot input can cause loss of AHRS function. He believes that the system should be designed to operate normally with loss of pitot input.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence

At 32000 ft. just north of PUB the aircraft experienced Moderate to Severe turbulence. About 10 minutes before the incident the aircraft was in continuous light chop due to cloud tops. Seatbelt sign was on and PA was made by Pilot Monitoring and Pilot Flying reduced thrust to Mach .76. Pilot Monitoring contacted ATC for rides above; at about that time the airspeed began to show a decreasing trend and the Pilot Flying added power to adjust; airspeed continued to decrease and the Pilot Flying added even more power. At about that time the turbulence started and the right wing dropped and aircraft bank angles showed in excess of 50 degrees kicking off autopilot. Airspeed loss was an excess of 30-40 kts. whereby Pilot Flying applied max power. Barber poles came together however no overspeed or stall warning occurred. The aircraft lost at least 500 ft. during upset recovery with no excessive force to the aircraft. After recovery Pilot Monitoring requested an immediate climb due to Moderate to Severe turbulence up to 36000 ft. and was given 33000 ft. ATC gave us a frequency change and got an immediate climb to 36000 ft.; with no further incident. During upset recovery aircraft lost at least 500 ft. This is an approximate guess by the pilots since the loss of airspeed and power at firewall along with excessive bank angles were in the primary scan. ATC gave an immediate climb clearance and crew complied. No further action was taken. Keep seat belt sign on when crossing know turbulent areas like over the Rockies; even when weather radar; and ATC aren't reporting anything. Keep the Flight Attendant's informed and always give those important PA's to passengers 'when seated to keep those seatbelts securely fastened in case we hit any unexpected turbulence'. Because it really does happen! B737 First Officer reported unexpected moderate to severe turbulence caused a temporary loss of control.
Aircraft: DHC8
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical

The First Officer performed the cruise checklist when directed to. He noticed the differential pressure to be about 5.5 PSI and the cabin altitude climbing past 10;000 FT at FL240. With no master warning or warning light we descended to FL200. The differential pressure lowered and the cabin altitude read below 8;000 FT. DHC8-100 Captain experiences a high cabin altitude at FL240 with no associated cabin altitude warning. Flight descends to FL200 and cabin altitude descends below 8;000 FT.
Aircraft: MD80
Phase of flight: Landing
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical

While working the Handoff position; I observed an A320; on landing roll Runway XXL; roll past the G3 exit. Exits G2 and G1 were occupied; leaving no 'normal' exits available. The A320 could have been instructed to turn left onto Taxiway Hotel; away from the terminal area. I advised the Local Controller that I thought he should send an MD80 around. The MD80 executed a go-around on his own. The FLM was notified. In the process of reviewing the QAR; the Quality Assurance office determined that the MD80 had passed the landing threshold; without being sent around; while the A320 was still on the runway; resulting in an Operator Error. Recommendation: turn the A320 left onto the open taxi; MAKE SURE the Local Controller heard my recommendation to send the MD80 around; cross the previous 'arrived' aircraft sooner; allowing the exits to be available. Tower Controller described a go around event when two taxiway exits were blocked and the Local Controller elected not to use a turn off opposite the terminal.
Aircraft: MD80
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical

We were at cruise flight at FL330. Approx. 30 minutes into cruise flight; in smooth air; we experienced a relatively intense shudder in the aircraft. During this shudder; an audible bang could be heard; although it wasn't very loud in the cockpit. The captain and I both immediately noticed that the N1 and N2 indications for the #2 engine were both rolling back; and the EGT was immediately maxed out. We both agreed that we had lost the right engine; and with the shudder; bang; and high EGT; we suspected engine damage. We [notified ATC] and started a descent. The flight attendants immediately started chiming; and I asked them to standby; as we were trying to deal with the situation.After we started the descent; I began going through the QRH. Upon completion of the checklist; I contacted dispatch and informed them that we were diverting which had already been coordinated with ATC. Our dispatcher was very helpful. He did a great job coordinating with and our station operations. He also gave us the weather.After returning from speaking with dispatch I called back to the flight attendants. It had probably been ten minutes at this point since I had asked them to standby and I commended them for their professionalism. They had obviously been calling up to tell us about the odd engine noise and vibration they heard and after they were asked to standby; they immediately went into action preparing the cabin for landing. By the time I called back to them they were already seated and ready to land.I informed them that we had an engine failure; were diverting and would be on the ground in 15 minutes; and that we didn't anticipate needing to evacuate. Next I briefed the passengers; and informed them that we had an issue with one of our engines; and gave them the same info regarding the landing airport and time remaining. We completed the single engine approach to landing checklist; and the single engine landing checklist.The Captain made a beautiful landing; and the rollout and taxi to the gate were uneventful. Emergency services were standing by on the ramp when we landed and they followed us to our parking spot. I want to compliment Captain on the job he did handling this emergency. He was calm and composed throughout; and did a great job getting the plane safely on the ground.As a line pilot; I don't want to assume that I know our maintenance practices; however; it seems that we push the engines on our fleet past the point that they should be run. Our operations program allows us to operate engines at a higher temperature simply because they can't operate under normal takeoff power settings without exceeding temperature limitations. This seems to be causing our engines to fail more often. Flight crew experienced an engine failure during cruise. They diverted to a nearby suitable field followed by a normal landing.
Aircraft: SMALL TRANSPORT
Phase of flight: Initial Approach
Anomaly: ATC Issue All Types; Conflict NMAC

I was working the Local 1 position; training in progress. The traffic pattern was getting unwieldy; so I took over and started to clean up the sequence. Aircraft X was number 1 on 3 mile final Runway 3R. Three aircraft were on the downwind; extended to follow Aircraft X. I saw what I thought was Aircraft Y cut out Aircraft X; but realized it was Aircraft X appearing to be on right base Runway 3R; inside the downwind. I re-cleared Aircraft X; and that was when Aircraft Z advised NMAC with Aircraft X.The pilot of Aircraft X should have advised me what he was doing; especially if it was safety related (birds; for instance). I could have at the very least called traffic. PRC Local Controller observed an aircraft that had been established on final maneuvered on its own to a base leg position on a conflicting course with downwind traffic.
Aircraft: B737
Phase of flight: Final Approach
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance

We were cleared for Visual Approach to Runway 22 at ELP. The ILS to Runway 22 was NOTAM'd out of service. High on final; PF began a left S-turn. BIF (Biggs AAF) prevented turns to the right. ELP Tower indicated that left S-turn was approved; and MAY have used the word 'east' during the garbled transmission. Tower transmitted; at least once; possibly twice; to other company call sign (not our callsign) to climb to 7000 with no response. To clarify the previous call; the PM transmitted 'call sign'. Tower transmitted to (Other Company call sign) to climb 7000 followed by something garbled. Unsure that our landing permission was still valid; the PM asked to 'Verify (call sign) is still cleared to land on 22'. Tower responded: '(call sign) climb to 7000.' No standard phraseology was used to indicate that our landing clearance was cancelled; to go around or to perform a missed approach.PF initiated go-around at approximately 5000 MSL/1500 AGL. Runway heading pointed directly towards the Mexican border and Ciudad Juarez. A turn to the left was not prudent due to traffic on approach to other runway at ELP. A turn to the right was not prudent due to the 7900 terrain west of ELP and BIF. During the entire event; no TA or RA warning was received. PM repeatedly requested a turn and was again cleared to climb to 7000 and to contact Departure; with no frequency given. PM requested frequency and never received a Tower response. Now; heads down in the cockpit during the Missed Approach procedure; the PM located the Approach frequency on the ILS 22 page; which happened to be the standby frequency on the COMM 1 Radio. (Usually this frequency would have already been replaced with the Ground frequency; but due to task saturation; this had not yet occurred.) El Paso Departure directed a climb to 9000; then a right turn to heading 350. An uneventful downwind; vectors to the Visual Approach and landing on Runway 22 followed.Clear communications are paramount. When in doubt; verify any ambiguous directions. My initial concern was the border that we were approaching. Many with military backgrounds are extra cautious when it comes to international borders; especially as some are more critical than others. Neither the Captain nor ATC seemed to share my concerns; as border crossings are common in this area; where El Paso Approach handles traffic into airports on both sides of the border. B737 First Officer reported very confusing ATC communications while on a visual approach to ELP Runway 22.
Aircraft: CRJ200
Phase of flight: Landing
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Unstabilized Approach

While on a visual approach to RWY 23 backed up with the ILS in VMC conditions; we were advised we were following a C130 by approximately 5 NM. The approach was stable through minimums. Below 1100 MSL; which is DH for the ILS; we received GPWS warnings about the GS. This is normal as one of the notes on the ILS chart indicate the GS is unusable below 1100 MSL. We entered the low energy regime with intentions to land. As the flare was initiated; we caught either a gust of wind or the wake from the preceding C130; causing us to balloon up approximately 50 ft above the runway with rapidly decreasing airspeed. The FO/PF called for and executed a go around. He set max thrust and I ensured max thrust was set because of our height above the runway; decreasing airspeed; and low kinetic energy. As the airplane started to accelerate; we momentarily had an engine overspeed message. I responded by reducing the thrust setting. Following ATC instructions; we climbed to 4000 on a heading. We were offered our choice of runway. I chose 18R due to our close proximity to that runway and that we would be facing a fuel situation if we did not land soon. We briefed; set up for; and ran the required checklists. As we aligned with the runway; I saw the FO was deviating from the GS. I decided to take the controls at this point. The second approach was stabilized with a normal landing.When we arrived at the gate; I called maintenance to advise them of the engine overspeed and an ITT exceedance during what I said was a go around. Shortly after getting off the phone; I started this ASAP and in describing the event; came to realize it was a balked landing; not a go around. CRJ-200 Captain reported executing a low altitude go-around at CLT when the flight ballooned as a result of either a gust of wind or a wake turbulence encounter.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Taxi
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway

While taxiing in LLBG we were issued the following taxi clearance; taxi to Runway 08 via Kilo hold short of Foxtrot. The taxi chart did not appear to accurately reflect the physical layout of the post runway construction near the takeoff end of Runway 30; so we asked for verification that Taxiway F had a sign to identify it after we proceeded west bound on Taxiway K. Ground confirmed that a sign marked F. We saw the sign and stopped to hold short of Taxiway F on K. After stopping Ground Control directed us to hold our position; followed almost immediately with directions to move up to the hold short line. LLBG was landing Runway 21 and we could see an aircraft on final and the Runway 21 hold short line. Both I and the other crewmember interpreted the new clearance as to move forward to the runway hold short line short of Runway 21. After moving forward approximately 60-100 FT; Ground again told us to hold position; followed by a statement that we had passed the Taxiway F hold short line by 60 meters. The next taxi clearance was to continue on Taxiway K hold short of K4. K4 is not depicted on the chart; but did have a sign at the airport clearly marking its position. We were conducting single engine taxi and the beginning of the taxi instruction with respect to holding short Taxiway F coincided with the beginning of starting the right engine and moving toward the runway hold short line. At no time was there conflict with landing or taxiing aircraft. There was absolutely a difference in expectation between what the Controller expected base and his instructions and what we interpreted as being directed with respect to where to stop the aircraft in the vicinity of Taxiway F while taxiing of K. Ground charts that completely and accurately label and depict taxiway and runway layout. Better clarity/standardization in controller to pilot communications and vice versa. I will be back in LLBG soon and hope to see the exact area where the difference in expectation occurred and possibly even get the same taxi clearance. I did not have the benefit of being able to look behind the aircraft after the conflict was verbalized by Ground Control. If that occurs I will be in a better position to answer this question. A crew taxiing on LLBG Taxiway K from Apron J could not identify several holding points and crossing taxiways resulting in a runway incursion. The Captain stated the commercial airport chart and pilot to controller communications were contributing factors.
Aircraft: EMB ERJ 170/175 ER/LR
Phase of flight: Landing
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach

We were on the visual to Runway XX in VMC conditions in ZZZ and given a base turn with speed at our discretion. They asked us if we had the airport in sight; which we did; so they cleared us for the visual approach. At this point; we were high; and Tower asked us if we were going to 'make it' down. I said 'yes' and we began to descend; albeit very slowly. I advised my First Officer; the Flying Pilot; to click off the autopilot and hand-fly. We got configured for flaps full and ran the before landing checklist. When we turned final; perhaps around 500 feet AGL; we were still high and got pushed slightly off the centerline by the wind. Then we got a 'HIGH SPEED' aural warning (approximately four or five aural warnings before we were out of the red); reaching 171 knots; which is 6 knots faster than the limitation. While descending; we also got two 'SINK RATES'; one around 40-50' and the other around 30'. The runway was assured; and we touched down in the touchdown zone; clearing Runway XX at Taxiway A. In retrospect; I should have called for a go around after we turned final; realizing that we were still too high and not stable. As the Pilot Monitoring; it is my duty to alert the Pilot Flying of a situation where I think that a missed approach should be executed. As a Captain; I need to be more proactive in calling for a go around even if it is in an airport with such heavily prohibited areas. EMB175 Captain reported failure to follow procedure for an unstabilized approach.